Fire sensor, fire detection system, fire suppression system, and combinations thereof

ABSTRACT

A combination fire detection and fire suppression system may include a fire detection system configured to detect an undesirably high temperature associated with an area. The fire detection system may include a temperature sensor including a temperature sensor array and a fire alerting system associated with the temperature sensor. The fire alerting system may be configured to receive information from the temperature sensor and generate a warning signal based on an undesirably high temperature associated with the area. The fire detection system may include a fire control panel configured to receive the warning signal. The system may also include a fire suppression system including a fire suppressant delivery system configured to provide at least one fire suppressant agent to the area associated with the undesirably high temperature.

This application is a divisional of U.S. application Ser. No.12/267,033, filed Nov. 7, 2008, now U.S. Pat. No. 7,806,195 which is adivisional of U.S. application Ser. No. 11/213,940, filed Aug. 30, 2005now U.S. Pat. No. 7,810,577, the disclosures of both of which areincorporated herein by reference.

FIELD OF THE INVENTION

The present invention relates to a fire sensor, a fire detection system,a fire suppression system, and combinations thereof. In particular, someaspects of the invention relate to an automated system for at least oneof fire detection and fire suppression for storage and/or cargo areas.

BACKGROUND OF THE INVENTION

Cargo may be transported to its destination using one or more of severaldifferent types of vehicles, including ships (either passenger ships orcargo ships), aircraft (either passenger aircraft or cargo aircraft),and/or trucks. Cargo may be transported while located in the interior ofcargo storage areas. Cargo may further be held within cargo containersand/or loaded onto cargo pallets for transport while en route. In somecases, cargo may include hazardous, easily flammable, and/or easilycombustible materials that may render transport dangerous to the cargoitself as well as to the vehicle transporting the cargo and theoperators of the cargo transporting vehicle.

In other cases, cargo may be stored at cargo storage facilities in cargostorage areas, in which the cargo may be left unsupervised. In suchcases, the possibility still exists that cargo stored in cargo storagefacilities may also ignite or explode under certain conditions, therebydamaging other cargo, the cargo storage facility, and/or seriouslyinjuring people that may be present in the cargo storage facility.

In many instances, cargo may be stored, either during transport or whenlocated in a cargo storage facility, in an area separate from anoperator controlling the transport vehicle or supervising the cargostorage facility. As a result, an operator or cargo storage facilitysupervisor may be unaware of a fire or explosion that has occurred ineither a cargo container, a cargo pallet, or within the cargo storagearea. In addition, there may be more than one cargo container and/orcargo pallet located in any given storage area. This may render itdifficult to determine which containers and/or pallets are on fire, evenif it has been determined that there is a fire occurring within a givencargo storage area. This may possibly present several problems.

Due to the nature of, for example, a cargo transport vehicle there maybe a limited supply of fire suppressant available. For example, aboard acargo transport aircraft, the weight of any fire suppressant may limitthe amount of fire suppressant that may be carried aboard the aircraftfor suppressing fires. Therefore, it may be desired to limit the amountof fire suppressant used to extinguish a fire in order to reduce theweight carried by the aircraft by focusing any release of firesuppressant on the particular area in need of fire suppressant ratherthan throughout the entire cargo area. Furthermore, the fire suppressantitself may be harmful to some types of cargo. Therefore, it may bedesirable to limit the distribution of fire suppressant to the locationin need of fire suppression so as to limit the spoilage of cargo not inneed of fire suppressant. As a result, it may be desirable to provide afire detection system that can determine the approximate location of afire so that an appropriate amount of fire suppressant can be directedto the location experiencing the fire.

One potential problem found in cargo areas experiencing a fire is thatthe cargo is often located remotely from cargo vehicle operators orcargo storage facility supervisors (e.g., the cargo may be located in anunoccupied and/or difficult to access portion of the vehicle or cargostorage facility). This may render it more difficult to provide firesuppressant to an area experiencing a fire in a timely manner. Since itis generally more difficult to extinguish or suppress a fire once it hasspread over a large area, it may be desirable to render it possible toprovide fire suppressant remotely and in a timely manner.

One example of a cargo transportation vehicle having an operator oroperators located relatively remotely from the cargo is an aircraft. Themajority of cargo carried by modern aircraft is transported in cargocontainers or on cargo pallets. These containers are generally referredgenerically as Unit Load Devices (“ULDs”). Some ULDs may be constructedof high-strength aircraft grade aluminum alloy, sometimes with sidespartially constructed from LEXAN. For safety considerations, ULDs mustoften mate with an aircraft cargo locking system in order to restrainthe cargo containers under various flight, ground load, and/or emergencyconditions. Under federal air regulations, ULDs are considered aircraftappliances, are Federal Aviation Administration (FAA) certified for aspecific type of aircraft, and are typically manufactured tospecifications contained in National Aerospace Standard (NAS) 3610.

An example of a very commonly used industry ULD is the “SAA” designatedcontainer, which measures about 88 inches wide by about 125 inches longwith an arched roof about 82 inches high. Another example of a ULD isthe “AMJ” designated container, which measures about 96 inches wide byabout 125 inches long with a maximum height of about 96 inches. Forpallets, two typical base dimensions are about 88 inches wide by about125 inches long and about 96 inches wide by about 125 inches long,although other sizes are also available. Cargo loads on pallets aresometimes stacked and then netted to the pallet using cargo nets havingfittings that engage seat track type rails located around the palletsperimeter.

It may be desirable to provide fire detection and/or suppression systemslocated in cargo areas that may be relatively transparent to cargohandlers (i.e., handlers that load and/or unload cargo into cargoareas), so that there is no requirement for either specific action orinvolvement by them so that, for example, cargo may be rapidly loadedinto and unloaded from the cargo area.

Using a cargo aircraft as an example, while some main deck cargo areasmay be conventionally equipped with fire extinguishing bottles intendedfor manual operation, very few cargo containers and virtually no cargopallets located on cargo aircraft are accessible to flight crews duringa flight, thereby rendering it difficult to manually extinguish a firelocated in an aircraft cargo area using fire extinguishing bottles. If,for example, one or more of the cargo containers or cargo palletscontains flammable material and the temperature rises too high and/orthe flammable material is otherwise ignited, a fire could start in thecargo container or on the cargo pallet and spread to other cargocontainers and/or cargo pallets within the cargo area. Unless someone isin the cargo area at the time the cargo ignites, which is unlikely atleast for the reasons outlined above, such a fire could remainundetected and/or inaccessible to the flight crew. If undetected orinaccessible, the fire could spread to other cargo containers and/orcargo pallets, thereby endangering the safety of the flight crew and thecargo aircraft. The same possibility of spreading exists for other cargovehicles and cargo storage facilities.

As an example, shorter range cargo aircraft operating over land aretypically within about 15 minutes or less flying time of suitableairfields for performing an emergency landing should an emergency suchas, for example, a cargo fire, occur. Currently, the FAA has certifiedsmoke detectors for detecting fires on board aircraft, although smokedetectors may present some limitations. Cargo aircraft may be equippedwith main deck smoke curtains and/or solid bulkheads, for example, whichmay provide a flight crew with an extended cockpit smoke free period incase of fire in an aircraft cargo area. Under such circumstances, theremay be a relatively low probability of a cargo aircraft loss due to acargo fire. Nevertheless, in such situations, a fire detection system isdesirable for providing early detection, thereby allowing sufficienttime to divert the cargo aircraft to an airfield for performing anemergency landing. Furthermore, once the aircraft has landed, it isstill desirable for ground fire-fighting personnel to be able toextinguish the fire by locating the fire and conveying fire suppressantmaterial to it.

In contrast to flights over land, a different situation may occur oninternational flights. Many such flights may spend a relatively largeduration of time over oceans or other large bodies of water, and anaircraft could be as many as three or more hours flying time fromlandfall. Under such circumstances, if a cargo fire should occur, thecapability to extinguish or at least suppress the cargo fire for anextended period of time until a suitable airfield for performing anemergency landing can be reached may be essential for survival of theflight crew and the aircraft as well as the cargo. Therefore, both afire detection system for quickly detecting a fire and an on-board firesuppression system for suppressing or extinguishing the fire may bedesirable.

The problem of detecting and/or suppressing fires is not limited to thecargo transportation industry, however. A problem may arise, forexample, wherever cargo and/or other articles are stored in a locationthat is remote from a person supervising the cargo or other articles,such as, for example, a cargo storage facility. Thus, in a broad varietyof situations, it may be desirable to remotely detect and/or remotelysuppress a fire in its initial stages before it can grow out of control.

One subject of the invention may be to provide a system configured todetect a fire or an unacceptably high temperature in a location remotefrom a person overseeing the location, such as a cargo storage facilitysupervisor or an aircraft flight crew member.

Another subject of the invention may be to provide a system configuredto provide an alert based on detection of a fire or an unacceptably hightemperature in a location remote from a person overseeing the location,such as a cargo storage facility supervisor or an aircraft flight crewmember.

Yet another subject of the invention may be to provide a systemconfigured to identify a particular area, pallet, and/or containerexperiencing a fire or an unacceptably high temperature.

Still another subject of the invention may be to provide a system forsuppressing a fire and/or cooling an area, pallet, and/or containeridentified as experiencing a fire or an unacceptably high temperature.

SUMMARY

In the following description, certain aspects and embodiments of thepresent invention will become evident. It should be understood that theinvention, in its broadest sense, could be practiced without having oneor more features of these aspects and embodiments. In other words, theseaspects and embodiments are merely exemplary.

One aspect of the invention relates to a combination fire detection andfire suppression system. The system may include a fire detection systemconfigured to detect an undesirably high temperature associated with anarea. The fire detection system may include a temperature sensorincluding a temperature sensor array configured to receive temperatureinformation associated with the area and a fire alerting systemassociated with the temperature sensor. The fire alerting system may beconfigured to receive information from the temperature sensor andgenerate a warning signal based on an undesirably high temperatureassociated with the area. The fire detection system may include a firecontrol panel associated with the fire alerting system. The fire controlpanel may be configured to receive the warning signal. The system mayalso include a fire suppression system including a fire suppressantdelivery system configured to provide at least one fire suppressantagent to the area associated with the undesirably high temperature.

As used herein, the term “fire” is not necessarily limited to a firehaving visible flames. Rather, the term “fire” is used in a broad senseand may be used to describe situations in which an object and/or surfaceis exhibiting a higher temperature than desired or considered to beunsafe to a person having skill in the art, such as, for example, asituation in which an object and/or surface is smoldering, smoking,and/or is hot to the touch.

According to another aspect, a system for protecting cargo may include acombination fire detection and fire suppression system according toexemplary aspects described herein and at least one cargo unit.

In yet another aspect, a fire detection system configured to detect anundesirably high temperature associated with an area may include atemperature sensor including a temperature sensor array configured todetermine temperature information associated with the area. The firedetection system may further include a fire alerting system associatedwith the temperature sensor. The fire alerting system may be configuredto receive information from the temperature sensor and generate awarning signal based on an undesirably high temperature associated withthe area. The fire detection system may also include a fire controlpanel associated with the fire alerting system, and the fire controlpanel may be configured to receive the warning signal.

In still a further aspect, a temperature sensor array configured todetermine temperature information associated with an area may include abase, and a plurality of temperature sensing devices associated with thebase such that the temperature sensing devices are configured to monitorthe temperature of the area. At least one of the temperature sensingdevices may be oriented at an angle with respect to the base thatdiffers from an angle with respect to the base at which at least oneother temperature sensing device is oriented with respect to the base.

According to yet another aspect, a fire suppression system may beconfigured to at least one of reduce the temperature of an areaexperiencing an undesirably high temperature, suppress a fire associatedwith the area, and extinguish a fire associated with the area. The firesuppression system may include a fire suppressant delivery systemconfigured to provide at least one fire suppressant agent to the area.The fire suppressant delivery system may include a first containercontaining a surfactant, a second container containing a gas, and atleast one manifold in flow communication with the first and secondcontainers. A nozzle may be in flow communication with the at least onemanifold, and the nozzle may be configured to discharge fire suppressantagent generated by mixing the surfactant and the gas. The firesuppression system may further include an extension device associatedwith the nozzle, and the extension device may be configured to move thenozzle.

Aside from the structural arrangements set forth above, the inventioncould include a number of other arrangements such as those explainedhereinafter. It is to be understood that both the foregoing descriptionand the following description are exemplary only.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings are incorporated in and constitute a part ofthis specification. The drawings illustrate exemplary embodiments and,together with the description, serve to explain some principles of theinvention. In the drawings,

FIG. 1 is a schematic view of an exemplary embodiment of a firedetection system in accordance with the present invention;

FIG. 2 is a schematic, perspective view an exemplary embodiment of anaircraft;

FIG. 3 is a schematic, partial section view of an exemplary embodimentof a cargo area;

FIG. 4 is a schematic, partial section view of an exemplary embodimentof a cargo area in another configuration;

FIG. 5 is a schematic, partial section view of an exemplary embodimentof a fire detection system and portions of an embodiment of a firesuppression system;

FIG. 6 is a schematic view of portions of an exemplary embodiment of afire detection system;

FIG. 7 is a schematic, block diagram view of an exemplary embodiment ofa fire temperature sensor system;

FIG. 8 is a schematic, block diagram view of an exemplary embodiment ofa fire alerting system;

FIG. 9 is schematic, block diagram view of an exemplary embodiment of afire control panel;

FIG. 10 is a schematic, elevation view of an exemplary embodiment of afire temperature sensor;

FIG. 11 is a schematic, plan view of an area monitored by the firetemperature sensor of FIG. 10;

FIG. 12 is a schematic, plan view of an exemplary embodiment of a firetemperature sensor array;

FIG. 13 is a schematic, front view of the fire temperature sensor arrayof FIG. 12;

FIG. 14 is a schematic, side view of the fire temperature sensor arrayof FIG. 12;

FIG. 15 is a schematic, plan view of another exemplary embodiment of afire temperature sensor array;

FIG. 16 is a schematic, front view of the fire temperature sensor arrayof FIG. 15;

FIG. 17 is a schematic, side view of the fire temperature sensor arrayof FIG. 15;

FIG. 18 is a schematic, section view of portions of an exemplaryembodiment of a fire suppression system shown with exemplary cargocontainers;

FIG. 19 is a schematic, section view of the FIG. 18 fire suppressionsystem embodiment shown with exemplary cargo pallets;

FIG. 20 is a schematic, side view of an exemplary embodiment of a devicefor releasing fire suppressant shown in a retracted position;

FIG. 21 is a schematic, side view of the device of FIG. 20 shown in anextended position;

FIG. 22 is a schematic, perspective view of another exemplary embodimentof a device for releasing fire suppressant;

FIG. 23 is a schematic view of an exemplary embodiment of a firesuppressant distribution system;

FIG. 24 is a schematic view of another exemplary embodiment of a firesuppressant distribution system; and

FIG. 25 is a schematic view of a further exemplary embodiment of a firesuppressant distribution system.

DESCRIPTION OF SOME EXEMPLARY EMBODIMENTS

Reference will now be made in detail to some exemplary embodiments ofthe invention. Wherever possible, the same reference numbers are used inthe drawings and the description to refer to the same or like parts.

FIG. 1 depicts an exemplary embodiment of a fire detection system 10.This exemplary embodiment of a fire detection system 10 is described inrelation to a cargo aircraft 30 shown in FIG. 2 merely as an example ofone possible environment in which this system may be used. Use in otherenvironments is also possible and contemplated, such as, for example, inpassenger aircraft having a cargo area, passenger ships and cargo ships,trucks, trains, other types of cargo transportation vehicles, and/orcargo storage facilities.

The exemplary fire detection system 10 depicted in FIG. 1 may include afire temperature sensor system 12 including one or more fire temperaturesensors 14, a fire alerting system, and a fire control panel 18. The oneor more fire temperature sensors 14 may be located in a cargo area 32(FIG. 2) of, for example, a cargo transport aircraft 30. The one or morefire temperature sensors 14 may be located above a cargo container 20and/or a cargo pallet 22 to detect the presence of a fire and/or atemperature higher than desired, which may indicate a situationpotentially hazardous to the cargo, the cargo storage area, the cargotransportation vehicle transporting the cargo, and/or people associatedwith the cargo transportation vehicle, such as, for example, the flightcrew of a cargo aircraft.

According to some embodiments, the fire temperature sensors 14 may beconnected to a fire alerting system, such as the fire alerting system 16depicted in FIG. 1. The fire alerting system 16 may include a firewarning computer 24, which may in turn be associated with a fire controlpanel 18, which may be located in, for example, the cockpit of a cargoaircraft 30. For example, the fire detection system 10 may be used in acargo transportation aircraft 30, which may contain one or more cargocontainers 20 and/or cargo pallets 22 (see, e.g., FIG. 2 whichschematically depicts a cargo aircraft 30 having a cargo area 32containing a plurality of cargo containers 20 and a plurality of cargopallets 22). As shown in FIG. 1, the fire temperature sensors 14 may bepositioned, for example, above cargo containers 20 and/or cargo pallets22. The fire temperature sensors 14 may be connected (e.g., in ahardwired fashion and/or via a wireless link) to a fire alerting system16 including, for example, a fire warning computer 24, which monitorsthe information received from the fire temperature sensors 14 anddetermines whether a potential and/or existing condition exists that mayindicate a fire or temperature reading higher than a desired amount.

The fire alerting system 16 may be programmed, for example, prior toflight, using weight, balance, and/or preflight load plan information,so that the cargo location and/or whether the cargo is in a cargocontainer 20 or on a cargo pallet 22, for a given location in the cargoarea 32, may be known. The fire alerting system 16 may be connected(e.g., in a hardwired fashion and/or via a wireless link) to the firecontrol panel 18 located in, for example, a cockpit of a cargo aircraft30, so that the flight crew may initiate appropriate action and/or sothat a fire suppression system (see, e.g., the exemplary firesuppression system 40 depicted in FIG. 5) may be automatically activated(see, e.g., FIG. 6). In this fashion, the fire control panel 18 mayreceive data from the fire alerting system 16 and may provide, forexample, a flight crew with fire warning alerts, high temperaturealerts, the type of cargo involved with the alerts, system statusinformation, the location and temperature of a cargo fire, and/or atemperature warning alert.

According to some embodiments, a fire temperature sensor system 12 mayinclude one or more fire temperature sensors 14, and electroniccircuitry to process and form the temperature sensor information fordelivery to the fire alerting system 16 (e.g., fire warning computer24). The fire temperature sensors 14 may be in the form of a singlesensor and/or of a matrix of individually packaged sensors. For example,as depicted in FIGS. 12-17, a fire temperature sensor 14 may be in theform of a fire temperature sensor array 110 formed by a matrix of aplurality of temperature sensors (e.g., four or thirty-six packagedthermopiles 102 (see, e.g., FIGS. 12-17)). Operational amplifiers may beprovided for the temperature sensors to increase the strength of anysignals generated by the temperature sensors.

For example, each individual sensor 102 (e.g., thermopile) may beconfigured to project an approximate 7° field of view onto a sensor'ssensitive monitored area (see, e.g., FIGS. 10 and 11, which depict anexemplary field of view of a single thermopile 102). The thirty-sixsensors 102, for example, may be mounted in a mounting base 112 (see,e.g., FIGS. 12-14), for example, an aluminum block, at angles that willfully monitor a 96 inch by 125 inch area, for example, the upper surfaceof a cargo container from a distance (e.g., height) ranging from about 1inch to about 100 inches.

Referring to the exemplary fire temperature sensor system 12 depictedschematically in FIG. 7, information from each fire temperature sensor14 may be scanned, for example, one-at-a-time, via analog switches usinga timing and control circuit 49 and thermopile select switching device51, which may continuously scan the information received from thethirty-six sensors 102 and which may record, for example, the average inmaximum output of any of the thirty-six sensors 102. For example, ifduring operation, one sensor 102 detects a “hot spot,” its outputvoltage will increase and an analog circuit (e.g., peak and holddetector 53) will hold the peak output voltage for multiple scans. Thepeak output voltage may be sent to an analog-to-digital (A/D) converter55 and to an amplitude comparator 57. The A/D converter 55 may convertthe analog peak output voltage of the sensor 102 into data bits forinclusion in a data word generated by a data word generator 59, whichmay be transmitted via a data transmitter 61 to a fire alerting system,such as the fire alerting system 16. The amplitude comparator 57 may beconfigured to compare a reference temperature measured, for example, byan ambient temperature detector (see, e.g., ambient temperature sensor120 in FIGS. 12, 13, and 15-17) associated with the fire temperaturesensor 14, to the peak temperature measured by the sensor 102. If thedifference is greater than, for example, a predetermined referencevoltage, a fire warning bit is generated. The fire warning bit may beincluded in the data word transmitted from the fire temperature sensor14 to the fire alerting system 16. The data bit may also activate atransistor to arm a fire suppressant delivery system such thosedescribed herein. The fire temperature sensor 14 may also include apower supply 65 configured to provide power for the fire temperaturesensor 14 and electromagnetic interference (EMI) and/or radio frequencyinterference (RFI) protection 67 configured to protect the firetemperature sensor 14 from responding to spurious false and/or unrelatedsignals.

According to some embodiments, output from the sensors 102 may also betransmitted to a fault detector 69, for example, if the output of anysensor 102 is significantly less than a prefixed reference voltage. Insuch circumstances, it may be an indication of a fault in the sensor 102and/or the electronic circuitry, and the fault detector 69 may use thisinformation, for example, to turn off the fire temperature sensor dataword transmitter 61. The data word output from the fire temperaturesensor 14 may include, for example, a system name and/or label, systemidentification, detected temperature, cargo type (e.g., container orpallet), fire suppressant delivery system status and parity word check.

FIG. 8 depicts an exemplary embodiment of a fire alerting system 16 thatmay be used, for example, with a fire detection system 10 according tosome embodiments. The fire alerting system 16 may include a fire warningcomputer 24 configured to receive data of each of the fire temperaturesensors 14 installed, for example, throughout a cargo aircraft 30. Eachfire temperature sensor 14 may be configured to transmit its data wordto the fire alerting system 16 over, for example, a dedicated twistedpair cable 34 or via a wireless transmission. Each input to the firealerting system 16 may be filtered to remove electrical noise, transientvoltages, electromagnetic interference, and/or radio frequencyinterference, for example, via a conventional transient protectionsystem 70. The data transmitted from the fire temperature sensors 14 maybe sequentially selected by analog multiplexers (e.g., via switchcontrol 71) and may be passed to a data receiver 72. The data receiver72 may check incoming data words for missing pulses and word parity. Thedata words may be transmitted from the data receiver 72 and may beclocked, for example, cascaded, into serial-to-parallel converters inserial-to-parallel word checker 74. Each data word may be checked forsystem label authenticity and system identity in the serial-to-parallelword checker 74. If, for example, a system label and system identity arecorrect, the serial data word may be accepted. If, however, the systemlabel and system identity are incorrect, and/or there are missing bits,the serial-to-parallel converters may be reset and may be readied forreceipt of the next data word.

According to some embodiments, temperature sensor data bits may beselected and may be passed to a digital-to-analog (D/A) converter, and aresulting analog signal may be compared to a fixed reference in atemperature alert comparator 77. If the resulting analog signal ishigher than the fixed reference, a fire warning data bit may begenerated and sent to a location counter 73. All data bits exceptlocation data bits and the fire warning data bit may be sent to aparallel-to-serial converter 75. The location counter data bits (i.e.,location, temperature alert, and fire warning) may be sent to theparallel-to-serial converter 75. Data words formatted in theparallel-to-serial converter 75 may be clocked-out to data transmitter76 at a rate specified for the data system in use. Data wordstransmitted via the data transmitter 76 may be sent to the fire controlpanel 18 and/or to other systems that may use the data. The fire warningdata bit may also activate a transistor to provide a discrete ground toenunciate a fire warning in, for example, a fire warning system (e.g., acockpit-located fire warning computer 24).

According to some embodiments, a fire detection system 10 may include afire alerting system 16 and a fire control panel 18, for example, theexemplary embodiment of fire control panel 18 shown in FIG. 9. The firecontrol panel 18 may be configured to receive a data word from, forexample, the fire alerting system 16 (e.g., fire warning computer 24)via a dedicated data cable 34 and/or via a wireless link. The data wordmay be filtered for noise and/or transient signals via transientprotection system 70, and may pass to a data receiver 72. The datareceiver 72 may be configured to check the incoming data word formissing bits and parity. If the incoming data word contains a good dataword, it may then be clocked into serial-to-parallel converters 74. Forexample, the data word may be checked for proper label and identity. Abad data word may be rejected, and the serial-to-parallel converters 74may be reset to zero, for example, so that they are ready for receivinga new data word. If the incoming data word is determined to be a gooddata word, the data word is latched. Location bits received from theserial-to-parallel converters 74 may be sent to a binary-to-BCD decoder(e.g., location decoder 80, cargo load decoder 82, and/or temperaturedecoder 84). BCD data from the serial-to-parallel converters 74 may besent to a BCD-to-seven segment display encoder driver 86, and then to adisplay 90, for example, an LCD display.

Temperature data bits from the serial-to-parallel converters 74 may besent to a binary-to-BCD decoder. BCD data from the serial-to-parallelconverters 74 may be sent to the BCD-to-seven segment display encoderdriver 86, and then to the display 90. Cargo load data bits may be sentto a cargo load decoder 82. The cargo load decoder 82 may determine thetype of cargo that is being monitored, for example, a cargo container 20or a cargo pallet 22. All other data bits may drive indicator drivers 88and their associated indicator 89.

According to some exemplary embodiments, the fire control panel 18 maybe mounted in, for example, the cockpit of a cargo aircraft 30 for useby a flight crew. The fire control panel 18 may provide a flight crewwith all data related to protection and suppression of a cargo fire. Thefire control panel 18 may perform at least one of the followingfunctions: 1) provide temperature alerts for excessively high and/orrising temperatures, indicating temperature and location; 2) enunciate afire warning, indicating temperature and location of the fire; 3)indicate the type of cargo (i.e., cargo container 20 or cargo pallet 22)loaded into each cargo position for enunciating the activation of a firesuppression system 40 based on the type of cargo located in theimplicated cargo position; 4) enunciate the activation of a firesuppressant release control; and 5) enunciate a fault or failure of afire temperature sensor 14 and its location. According to some exemplaryembodiments, such functions may be performed via any of various knownalerting devices/methods, such as, for example, via a warning light orlights, and/or via audible warnings.

According to some embodiments, a fire temperature sensor system 12 mayinclude a fire temperature sensor 14 including one or more sensors 102.For example, FIG. 10 depicts an exemplary sensor system 12, and FIG. 11depicts an area of coverage of the sensor system 12 shown in FIG. 10.According to some embodiments, the sensor system 12 may include atemperature sensor 102. Temperature sensors 102 may be thermopiles(e.g., TO-5 and/or TO-18 packaged thermopiles), which may be configuredto sense temperature over a broad wavelength spectrum, and which mayinclude a sensitive detector for observing an area A and averaging thetemperature of the observed area A. Other temperature sensors known inthe art may be used. Thermopiles are sometimes associated with apackaging and/or device case (not shown) in which they are enclosed. Thepackaging and/or device case, at least to a certain extent, maydetermine the area of view of the thermopile for a given distance orrange to a target object. For example, the field of view of a thermopilemay be compared to the conical beam of a flashlight, asschematically-depicted in FIG. 10. Furthermore, thermopiles may bepackaged either as a single unit or as multiple sensors in a singlesensing device.

According to some exemplary embodiments of the fire detection system 10,a plurality of temperature sensors 102 may be arranged in an array 110(see, e.g., FIGS. 12-17). Such temperature sensor arrays 110 may bepositioned over cargo containers 20 and/or cargo pallets 22. Thetemperature sensor array 110 may be configured to monitor aspecifically-sized area A located a specific distance from thetemperature sensor array 110. The area A may be occupied by one or morecargo containers 20 and/or cargo pallets 22.

The principle of use of a fire temperature sensor array 110 includingmultiple temperature sensors 102 to detect heat and/or fires will now bedescribed in more detail. One or more cargo containers 20 and/or cargopallets 22 may be placed under observation and may be divided intomultiple sections or sub-areas, with each section or sub-area underobservation by, for example, an individual sensor 102 of a temperaturesensor array 110. According to some embodiments, for example, atemperature sensor array 110 may be mounted over each cargo container 20and/or cargo pallet 22 and/or a portion of the cargo area 32 underobservation.

With reference to FIGS. 12-17, which depict exemplary embodiments of atemperature sensor array 110, a temperature sensor array 110 may includea mounting base 112 configured to house a plurality of temperaturesensors 102. The mounting base 112 may be formed, for example, bymachining, by molding (e.g., if a composite material is used to form themounting base 112), and/or by any other method that results in thedesired configuration of the temperature sensor array 110. The mountingbase 112 may be formed of, for example, aluminum and/or compositematerial, or any other suitable material. The mounting base 112 of thetemperature sensor array 110 may include a number of mounting holes 114,each for receiving a respective one or more temperature sensors 102therein, which may be oriented at angles that vary slightly, forexample, from each other and/or an orthogonal reference O with respectto the mounting base 112. In other words, the mounting holes 114 may beoriented, for example, via drilling and/or molding into the mountingbase 112 at small but slightly differing angles, such that thetemperature sensors 102 are aimed at multiple-fixed aiming pointslocated on the area to be observed.

As depicted in FIG. 10, an exemplary temperature sensor 102 may includea heat sensor such as, for example, an infrared thermopile 103, and alens 116, such that for a given height H, the thermopile 103 will viewan area A of an object to be observed by the thermopile 103. Since thethermopile 103 observes an area A based on a cross-section of agenerally conical-shaped projection P, the size of the area A increasesas the distance from the lens 116 increases, for example, similar to thecone of the beam of light emitted from a flashlight, which grows largerin cross-sectional area as the distance from the flashlight increases.

FIG. 11 depicts an area A having a given length L and width W for whichthe temperature is desired to be observed. For a single temperaturesensor 102, an area a within the larger area A is observed. Furthermore,as the distance H from the area A to be observed is increased, that is,as the distance H between the temperature sensor 102 and the areadesired to be observed increases, the area A observed by the temperaturesensor 102 increases as well. As the area A observed by the temperaturesensor increases, however, the ability to detect high temperatureswithin the increased observed area may become compromised by the factthat the temperature sensor detects the average temperature observedover the entire area being observed. This may present an issue when, forexample, a thermal event results in a large temperature increase at alocalized “hot spot” located in some sub-area of the total observed areaA. To the extent that a temperature sensor measures the averagetemperature for the entire observed area A, a localized high temperaturemay not be detected within the observed area due to this averagingphenomenon.

Such a situation may occur, for example, when cargo containers and/orcargo pallets are observed. For example, a localized “hot spot” thatmight otherwise indicate the presence of a fire in a cargo container maybe detected by a single temperature sensor, but may render a readingthat does not provide a basis for alerting a flight crew due toaveraging errors, as will be explained in more detail below. On theother hand, an array of temperature sensors 110 mounted in a mountingbase 112 such that each temperature sensor 102 observes a sub-area of alarger area, such as the top of a cargo container 20 and/or a cargopallet 22, may be more likely to detect the presence of “hot spots” thatmay be an indication of the presence of a fire in the cargo container 20and/or on the cargo pallet 22.

During operation, a thermopile averages the infrared energy in the areait monitors. For example, assume that a thermopile has a conical fieldof view that permits it at a certain range to monitor, for example, acircular area having a diameter of about 3.3 feet or an area of about 9square feet (1296 square inches). Assume the temperature in that area is100° Fahrenheit. Assume that a small fire occurs within this relativelylarge area and a 1,000° Fahrenheit. “hot spot” of 3.385 inches indiameter occurs, which represents an area of 9 square inches. Thethermopile will detect an increase in temperature, but it will do so byadditively computing an average temperature by the difference in areas.In other words, the thermopile will detect a temperature of 107°Fahrenheit, thus almost completely overlooking the 9 square inch “hotspot” that has a temperature of 1,000° Fahrenheit. Such a small detectedtemperature rise will not likely be enough to indicate a fire in areliable manner, thereby possibly rendering a single, fixed thermopiledevice at least somewhat unsuitable for monitoring the temperature ofrelatively large areas from a distance that results in a large averagingerror.

If, however, an array of nine temperature sensors (e.g., ninethermopiles), for example, is used to observe the 9 square feet referredto in the example above, with each temperature sensor observing, forexample, one square foot (144 square inches), one temperature sensor ofthe nine temperature sensors would see the 9 square inch “hot spot” andwould detect the temperature of that “hot spot” to be about 162.5°Fahrenheit. If, however, the “hot spot” was observed equally by twotemperature sensors (e.g., by virtue of each temperature sensor beingaimed such that they each observe only about half of the 9 square incharea) the lowest temperature either would observe would be about131.25°. Therefore, by increasing the number of temperature sensorsobserving an area of a given size at a given distance, the temperaturesensors may be rendered more useful in detecting “hot spots,” forexample, than the use of a single temperature sensor, for a givendistance between the temperature sensor(s) and the area to be observed.Furthermore, the higher number of temperature sensors used to monitorthe given area, the more sensitive the detection may become.

According to some exemplary embodiments, one or more of the exteriorsurfaces of the containers may be configured to have an emissivitysufficient to provide effective readings by the temperature sensors. Forexample, the upper surface of a container may be altered in order toraise the upper surface's emissivity to a value ranging from about eighttenths to about one, for example, to about 0.95. The emissivity of thesurface may be increased, for example, via application of a stickerand/or paint (e.g., paint in colors ranging from white to black)substantially covering the upper surface of the container. Other methodsof increasing the emissivity known to those having ordinary skill in theart are contemplated. It may be desirable to increase the emissivity viaa method and/or device that will resist degradation caused by heat.

In the exemplary embodiment of a temperature sensor array 110 depictedin FIGS. 12-14, the temperature sensor array 110 may include themounting base 112 and thirty-six temperature sensors 102 mounted in themounting base 112. The mounting base 112 may include a number ofapertures 122 configured to attach the mounting base 112 to a supportin, for example, a cargo area 32 of an aircraft 30. In the exemplaryembodiment depicted in FIG. 12, the temperature sensors 102 are arrangedin a pattern of six rows and six columns, although temperature sensorarray 110 according to some aspects may include different numbers oftemperature sensors 102 arranged in various differing configurations.The exemplary temperature sensor array 110 depicted in FIG. 12 alsoincludes a temperature sensor 120 for determining the ambienttemperature in the cargo area 32.

As depicted in FIGS. 13 and 14, the temperature sensors 102 may bearranged in the mounting base 112 such that they are aimed at slightlydiffering angles from one another and such that the combination of thetemperature sensors 102 observes a larger area than if the temperaturesensors 102 were each aimed at the same angle with respect to themounting base 112, for example, parallel to axis O, which may beorthogonal to the mounting base 112.

According to the exemplary embodiment depicted in FIG. 13, for example,each of the temperature sensors 102 may be arranged at an angle (δ₁, δ₂,δ₃, δ₄, δ₅, and δ₆) that varies slightly from the angle of the othertemperature sensors 102 and/or from an orthogonal line with respect tothe mounting base 112 for a given row of the temperature sensor array110, for example, as depicted in FIGS. 13 and 14. For example, theangles δ₁, δ₂, δ₃, δ₄, δ₅, and δ₆ may range from about 1 degree to about60 degrees. For example, angles δ₁, δ₂, δ₃, δ₄, δ₅, and δ₆ may be about−26.4°, −16.6°, −5.7°, 5.7°, 16.6°, and 26.4° relative to orthogonalaxis O, respectively.

Referring to FIG. 14, each column of the exemplary temperature sensorarray 110 of FIG. 12 may include temperature sensors 102, each orientedat an angle (α₁, α₂, α₃, α₄, α₅, and α₆) that varies slightly from theangle of the other temperature sensors 102 for a given column of thetemperature sensor array 110. For example, the angles α₁, α₂, α₃, α₄,α₅, and α₆ may range from about 1 degree to about 60 degrees. Forexample, angles α₁, α₂, α₃, α₄, α₅, and α₆ may be about −21.5°, −13.3°,−4.5°, 4.5°, 13.3°, and 21.5° relative to orthogonal axis O,respectively. The exemplary temperature sensor array 110 depicted inFIGS. 12-14 may accurately monitor a relatively large area, such as thetop of a cargo container 20 and/or the upper surfaces of a cargo pallet22 by virtue of its large number of thermopiles 102, as explained above.The arrangement and number of temperature sensors 102 may be different,and the configuration of the mounting base 112 may be different.

According to some embodiments, the fire temperature sensor 14 mayinclude fewer temperature sensors 102 than the embodiment depicted inFIGS. 12-14. For example, the exemplary fire temperature sensor 14depicted in FIGS. 15-17 includes four temperature sensors 102 that maybe located and arranged to optimize the monitoring of a particular area.According to the exemplary embodiment depicted in FIG. 16, for example,each of the temperature sensors 102 may be arranged at an angle (δ₁ andδ₂) that varies slightly from the angle of the other temperature sensors102 and/or from an orthogonal line with respect to the mounting base 112for a given row of the temperature sensor array 110. For example, thetemperature sensors 102 may be located in corner regions of a mountingbase 112, as depicted in FIGS. 15-17, although the arrangement andnumber of temperature sensors 102 may be different, and theconfiguration of the mounting base 112 may be different.

As shown in FIGS. 15-17, the exemplary fire temperature sensor 14 mayinclude a mounting base 112 having a number of apertures 122 formounting the mounting base 112 to, for example, a cargo area 32 of acargo transportation vehicle, such as a cargo aircraft 30. As can beseen in FIGS. 16 and 17, the temperature sensors 102 may be mounted inthe mounting base 112 so that they are aimed at slightly differingorientations, such they the area they collectively monitor is optimized.For example, the angles δ₁ and δ₂ may range from about 1 degree to about60 degrees. Referring to FIG. 17, each column of the exemplarytemperature sensor array 110 of FIG. 17 may include temperature sensors102, each oriented at an angle (α₁ and α₂) that varies slightly from theangle of the other temperature sensors 102 for a given column of thetemperature sensor array 110. For example, the angles α₁ and α₂ mayrange from about 1 degree to about 60 degrees.

A temperature sensor array 110 having relatively fewer temperaturesensors 102 than, for example, the temperature sensor array 110 shown inFIGS. 12-14, may be used, for example, in a situation in which the areato be observed by the temperature sensor array 110 is smaller and/or thedistance (e.g., vertical distance) from the temperature sensor array 110to the area to be monitored is relatively close. For example, some cargocontainers 20 have a height such that the upper surface of the cargocontainer 20 is located relatively close to a given thermopile sensorarray 110. In such cases, a relatively fewer number of thermopiles 102may be used to effectively monitor the area of the upper surface of thecargo container 20. On the other hand, cargo pallets 22, for example,may have upper surfaces that are relatively farther away from atemperature sensor array 110 than, for example, the upper surface of acargo container 20. As a result, a temperature sensor array 110 having arelatively higher number of thermopiles 102 may be used to effectivelymonitor the area of the upper surfaces of the cargo pallet 22.

For example, a temperature sensor array 110 having relatively fewertemperature sensors 102, for example, four temperature sensors 102, suchas shown in FIGS. 15-17, may be used for monitoring the upper surface ofa cargo container 20, and a temperature sensor array 110 having a largernumber of temperature sensors 102, for example, thirty-six temperaturesensors 102, such as shown in FIGS. 12-14, may be used for monitoringthe upper surfaces of a cargo pallet 22. Of course, the number andarrangement of temperature sensors 102 for a fire temperature sensor 14may be determined through routine experimentation by a person havingskill in the art.

One or more fire temperature sensors 14 may be mounted throughout, forexample, a cargo aircraft 30 cargo area 32, and the number and locationof each of the fire temperature sensors 14 may be determined, forexample, by aircraft engineers. Each fire temperature sensor 14 may beconfigured and arranged to monitor a defined area for excessive heatindicating a potentially dangerous condition and/or fire.

Each fire temperature sensor 14 may send its output to the fire alertingsystem 16 via, for example, a digital data bus. The fire alerting system16 may include a fire warning computer 24, which, for example, maycombine and monitor the status of one or more, for example, all, of thefire temperature sensors 14 located in the cargo area 32. A firealerting system 16 may in turn send the status of each of the firetemperature sensors 14 to a fire control panel 18, which may be, forexample, located in a cargo aircraft 30 cockpit or other location wherethe fire control panel 18 may be monitored. The fire alerting system 16may also, or alternatively, send data concerning the status of each ofthe fire temperature sensors 14 to other aircraft system users and/ormay send a warning signal to a cockpit control panel 18 to alert theflight crew of an area experiencing excessive heat and/or a fire.Thereafter, the flight crew may manually activate a fire suppressionsystem or a fire suppression system may automatically be activated.

For example, according to some exemplary embodiments, each firetemperature sensor 14 may monitor one of two variable baseline ambientcargo area temperatures, the ambient temperature of the cargo area 32while the aircraft 30 is on the ground, and the ambient temperature ofthe cargo area while the aircraft is in flight. The fire temperaturesensors 14 may trigger alerts, for example, when predetermineddifferentials in these temperatures are detected during ground operationand/or during in-flight operation. Monitoring baseline ambient cargotemperatures may be desirable, for example, because the groundtemperature of some geographic regions may be relatively low (e.g., inAlaska during the winter) while the ground temperature of somegeographic regions may be relatively high (e.g., in Arizona during thesummer), so that that monitoring a single, fixed baseline ambienttemperature might result in the unintended triggering of warnings. Onthe other hand, in-flight operation temperatures may not experience muchtemperature variation.

During operation, the fire alerting system 16 may be configured to issuetwo types of warnings. For example, when a fire temperature sensor 14(or any one of more of its temperature sensors 102) detects atemperature T1 that exceeds the ambient temperature for either ground orin-flight operation by a predetermined differential, a first warning maybe triggered, which indicates a cautionary condition. When, on the otherhand, a fire temperature sensor 14 (or any one of more of itstemperature sensors 102) detects that the temperature that exceeds theambient temperature for either ground or in-flight operation by thepredetermined differential has continued to rise and/or has reached apredetermined alert or emergency level by virtue of reaching a secondpredetermined temperature T2, a second warning may be triggered, whichindicates an alert and/or emergency condition. The temperatures T1 andT2 may be indicated on the fire control panel 18, for example, locatedin the cockpit of the aircraft 30. Thereafter, the flight crew maymanually activate a fire suppression system or a fire suppression systemmay be automatically activated.

FIGS. 18 and 19 depict exemplary aspects of a fire suppression system40. For example, FIG. 18 schematically depicts a cross-section of acargo aircraft 30, which includes a fuselage 31 and a cargo floor 33.According to some exemplary embodiments of a fire suppression system 40,such a system may include, for example, a fire suppressant deliverysystem 50, including a device 52 for delivering fire suppressant and adistribution system 60 for delivering fire suppressant to a firesuppressant delivery device 52.

Referring to FIG. 18, a cargo aircraft 30 may include a number of cargocontainers 20 located on a cargo floor 33 of a cargo area 32. Althoughnot necessary to the fire suppression system 40, some exemplaryembodiments may include one or more fire temperature sensors 14 such as,for example, the exemplary fire temperature sensors 14 described herein,which may be configured to detect an undesirable temperature rise and/orfire that may be associated with one or more cargo containers 20 and/orcargo pallets 22.

The fire suppression system 40 may include a device 52 configured todeliver a suppressant material to a cargo container 20 and/or cargopallet 22 experiencing a high temperature and/or a fire. For example, ifa fire occurs in a cargo container 20 (such as schematically depicted inFIG. 18, for example), the flames 54 of the fire and the base of thefire may generally be located within the interior 21 of a cargocontainer 20. Since the fire is located within the interior 21 of thecargo container 20, it may be desirable to have a fire suppressionsystem 40 that is capable of delivering fire suppressant into theinterior 21 of the cargo container 20 in order to deliver the firesuppressant to the flames 54 and/or base of the fire.

As depicted in the exemplary arrangement shown in FIG. 18, the firesuppressant delivery devices 52, which may be mounted, for example, overeach cargo container 20 and/or cargo pallet 22 (see, e.g., FIG. 19) mayinclude a nozzle 56 and an extension device 58. The nozzle 56 may beconfigured to penetrate, for example, an upper surface of a cargocontainer 20, and once the cargo container 20 has been penetrated, todischarge a fire suppressant into the cargo container 20.

The fire suppressant delivery device 52 may be configured to be storedin a retracted condition when not in use (e.g., as shown in FIG. 21),and may be configured to be extended (e.g., as shown in FIG. 22) duringactivation via the extension device 58. In the exemplary embodimentsdepicted in FIGS. 18 and 19, the extension device 58 includes a scissorsdevice 60 (see, e.g., FIGS. 20 and 21). According to some embodiments,the extension device 58 may be a linear actuator (see, e.g., FIG. 22).The extension device 58 may include a sensor 62 that may be preset tohave a predetermined extension limit configured to trigger the dischargeof fire suppressant into a cargo container 20 and/or above a cargopallet 22. The fire suppressant delivery device nozzle 56 may beconfigured to pierce the upper surface of a cargo container 20 and/or todischarge fire suppressant into the cargo container 20 or onto uppersurfaces of a cargo pallet 22.

Referring to FIGS. 20 and 21, which depict an exemplary embodiment of afire suppressant delivery device 52, the fire suppressant deliverydevice 52 may include an extension device 58, such as the depictedscissors device 60 and may be mounted over each cargo container 20and/or cargo pallet 22 position such that fire suppressant can bedelivered to the cargo containers 20 and/or cargo pallets 22, forexample, in case of a fire or thermal event associated with one or moreof the cargo containers 20 and/or cargo pallets 22. For example, thefire suppressant delivery device 52 may be fixed overhead in theaircraft fuselage 31, for example, via a mounting structure 64, whichmay be formed of extruded angles and/or beams (e.g., aluminum anglesand/or I-beams). The mounting structure 64 may vary depending upon thetype of cargo area (e.g., of a vehicle or a storage facility) and may bespecific to the type, shape, and/or size of the cargo containers 20and/or pallets 22. The mounting structure 64 may attach to a base of thefire suppressant delivery device 52 via rivets, bolts, screws, adhesiveand/or any other desired attachment structure or method.

According to some embodiments, the fire suppressant delivery device 52may be configured to extend downward, for example, via an extensiondevice 58 when activated by an alerting system, such as the firedetection system 10 described previously herein, although the firesuppressant delivery device 52 may be used without such a system (e.g.,via manual activation) and/or in conjunction with other fire alertingsystems. The fire suppressant delivery device 52 may be stowed with theextension device 53 in a retracted position (see, e.g., FIG. 21), forexample, while not activated to provide increased clearance for cargoand/or cargo personnel moving within the cargo area 32. When the firesuppressant delivery device 52 is activated (e.g., when responding to adetected high temperature and/or a fire), the extension device 53 may beextended via a motor 66, which may drive a gear box 68, which turns athreaded acme rod 70 (see, e.g., FIGS. 20 and 21). The threaded acme rod70 passes through a motor mount trunnion 72 and engages a threadedtrunnion 74. The motor 66 may be, for example, either a DC-type motoroperating on nominal 24-28 volt aircraft power or an AC-type motoroperating on 115 volt, 400 hertz, 3-phased, aircraft power. The threadedtrunnion 74 causes expansion of four pivoted link arms 71, 73, 75, and77, which are pivoted on four pivot bolts 79, 81, 83, and 85 havingspacers. Each of the four pivoted link arms 71, 73, 75, and 77, althoughvisually similar, have slightly different gear cadence (gear toothlocations) at their upper and lower ends. At top and bottom locations ofeach of the pivoted link arms 71, 73, 75, and 77, gear teeth 87 may beprovided to cooperate with each other for mutual support of the pivotedlink arms 71, 73, 75, and 77.

According to some embodiments, the nozzle 56 may be held in a retractedand/or horizontal position by a detent arm 89, which engages a depressedarea 91 in a detent cam 93. The nozzle 56 may be configured to rotate,for example, approximately 90° in a frame 95, which includes two framepieces 97 and 99 held together by frame bolts and spacers. As thepivoted link arms 71, 73, 75, and 77 extend, the nozzle 56 is driven toan extended and/or vertical position via, for example, a spring 101. Thenozzle 56 may then be locked in a vertical position by a spring-loadedplunger 103, which slides in a lower detent mount 105 and engages in thedetent cam 93. This may prevent the nozzle 56 from folding orjackknifing upon contacting, for example, the top of either a cargocontainer 20 or a cargo pallet 22. The nozzle 56 is hollow and providesa passage 107 for fire suppressant delivery therethrough and may includea swivel port 109 to accommodate flow of fire suppressant to the passage107, so that fire suppressant can be delivered through the passage 107to a cargo container 20 and/or a cargo pallet 22. The nozzle 56 mayinclude a piercing end 110 configured to penetrate the upper surface ofa cargo container 20. The piercing end 110 may include a hardened edge111 formed of, for example, carbide and/or similar material.

Aircraft cargo containers sometimes have relatively light gauge roofsconstructed of, for example, 0.032 inch to 0.040 inch thick 2024 seriesaluminum. The nozzle 56, for example, may include an interior portionhousing a screen 113 (e.g., having a conical shape) to facilitateformation of bubbles for foam-type fire suppressant agents. The nozzle56 may be configured to accommodate either a single-componentsuppressant agent and/or a multi-component suppressant agent, which maybe mixed, for example, within the nozzle 56 prior to delivery into acargo container 20 and/or delivery onto a cargo pallet 22. For example,the fuselage 31 of an aircraft 30 may include supply manifolds and/orsupply lines for delivering fire suppressant agents to the firesuppressant delivery device 52.

The nozzle 56 may include an external collar 115, for example, whichserves as a mount for a cargo container limit microswitch 117. When acargo container 20 has been penetrated by the nozzle 56 to a sufficientdepth to allow fire suppressant to be delivered into the cargo container20, the limit microswitch 117 may be triggered to terminate power to thefire suppressant delivery device motor 66, and may open a valve (see,e.g., FIGS. 23-25), which allows fire suppressant under pressure to flowthrough the nozzle 56 and into the cargo container 20.

If the nozzle 56 does not encounter a cargo container 20 during itsdownward travel, for example, when there is either a shorter cargocontainer 20 or a cargo pallet 22 in that particular cargo location, theextension device 53 will continue to extend to its fully extended limituntil a full-extent limit microswitch 118 contacts an adjustable contact119 (e.g., an adjustable eccentric contact), power to the motor 66 willbe terminated, and a valve (see, e.g., FIGS. 23-25) will allow firesuppressant under pressure to flow through the nozzle passage 107 andflood an area underneath the fire suppressant delivery device 52.

As mentioned above, some embodiments of fire suppressant delivery device52 may include an extension device 53 including a linear actuator 121.For example, FIG. 22 schematically depicts a fire suppressant deliverydevice 52, which may include a linear actuator 121 coupled to a mountingstructure 64. According to some embodiments, the linear actuator 121 maybe pneumatically operated via, for example, a pneumatic pump, hydraulicfluid, and/or pressurized gas. According to some embodiments, the linearactuator 121 may be electrically operated. The fire suppressant deliverydevice 52 may include a nozzle 56 having a piercing end 110 configuredto penetrate the upper surface of a cargo container 20. The piercing end110 may include a hardened edge 111 formed of, for example, carbide orother similar material. According to some embodiments, the firesuppressant delivery device 52 may further include a limit microswitch117 configured to stop extension of the linear actuator 121 when thepiercing end 110 of the nozzle 56 has reached a sufficient depth intothe cargo container 20 to allow fire suppressant to be delivered to theinterior of the cargo container 20.

Some embodiments of a fire suppression system 40 may include a firesuppressant distribution system 120 for distributing fire suppressantto, for example, a fire suppressant delivery device 52, such asdescribed herein, although the fire suppressant distribution system 120may be used in association with other devices and/or methods and/or inother environments. Fire suppressant may be used to suppress any flamesand/or may provide a large cooling effect, thereby increasing theeffectiveness of the fire suppression system 40. The fire suppressantmay include a chemical knock-down agent, for example, in either agaseous and/or particulate form, which may suppress flames and/or whichmay provide a large cooling effect, thereby increasing the effectivenessof any foam agent delivered to the fire or heat, for example, bysubstantially preventing the boiling of the foam agent prior toapplication to the flames or heat.

In the exemplary embodiment of a fire suppressant distribution system120 shown in FIG. 23, for example, a foam suppressant agent may becontained in a container 122 (e.g., a pressure vessel). The container122 may be formed, for example, from aluminum-spun carbon fiber or othersuitable material (i.e., when container 122 is a pressure vessel). Thefoam suppressant agent may include, for example, a surfactant having apropellant gas and an aerating gas dissolved therein, for example,somewhat similar to a can of shaving cream. For example, the foamsuppressant agent may be aerated with a non-oxygen carrying gas such as,for example, nitrogen and/or argon, and may be a nitrogen-aerated foamand/or argon-aerated foam (e.g., a foam marketed by Ansul Inc. as TARGET7). According to some exemplary embodiments, a foam generator may beprovided for generating foam suppressant agent. For example, the foamgenerator may include a conical screen (not shown) into which surfactantis sprayed while gas flows through the conical screen, therebygenerating foam suppressant agent. The surfactant may be altered (e.g.,chemically) to vary its properties, such as, for example, its viscosityand/or persistence, to optimize the foam's properties for its intendeduse.

When the surfactant and gas are released from the container 122, thesurfactant and gas may generate a foam suppressant agent, which may thenflow through, for example, a single distribution manifold 124 andthrough one of multiple branch feed lines 126 to a fire suppressantdelivery device 52 positioned over a cargo container 20 and/or cargopallet 22 experiencing an undesirably high temperature and/or a fire. Ashut-off valve 128 may be located in the branch feed line 126 and mayopen, thereby directing the foam suppressant agent to flow through thefire suppressant delivery device 52, where it may either be injectedinto a cargo container 20 or substantially blanket a cargo pallet 22,thereby suppressing and/or extinguishing a fire and/or cooling anyundesirably high temperatures associated with the cargo container 20 orcargo pallet 22.

The exemplary embodiment of fire suppressant distribution system shownin FIG. 24 includes two containers 122, one for containing surfactantand one for containing gas. For example, the surfactant may be a foammarketed by Ansul Inc. as TARGET 7, and the gas may be a non-oxygencarrying gas such as nitrogen and/or argon. The container 122 forcontaining gas may be a pressure vessel, and the container 122containing surfactant may be a corrosion-resistant tank. Each container122 may be in flow communication with a main mixing nozzle 132 viabranch feed lines 126. The branch feed lines 126 may each include ashut-off valve 128. The main mixing nozzle 132 may be in flowcommunication with a distribution manifold 124. The distributionmanifold 124 may be in flow communication with a fire suppressantdelivery device 52 having a nozzle delivery line 130, which may includea shut-off valve 129. The main mixing nozzle 132 may be configured toreceive surfactant and gas from the containers 122 and to generate afoam suppressant agent. The foam suppressant agent may then be conveyed(e.g., via pumping) through the distribution manifold 124 and throughthe delivery line 130 and shut-off valve 129 to the fire suppressantdelivery device 52 located over either a cargo container 20 or a cargopallet 22 experiencing a fire and/or undesirably high heat, therebysuppressing and/or extinguishing the fire and/or cooling the high heatcondition.

The exemplary embodiment of fire suppressant distribution system 120depicted in FIG. 25 is configured to generate foam suppressant agent atthe location of each fire suppressant delivery device 52. In thisexemplary embodiment, two containers 122, one containing surfactant andone containing gas, may be in flow communication with two distributionmanifolds 124 rather than a single manifold 124. Each container 122 mayinclude a shut-off valve 128. The two distribution manifolds 124 may bein flow communication with two branch lines 126, one for surfactant andone for gas, for each fire suppressant material delivery device 52. Eachbranch line 126 may include a shut-off valve 129. According to someembodiments, when activated, surfactant may be injected into avertically-oriented nozzle 56 such that a screen 113 (e.g., having aconical shape) located within the nozzle passage 107 (see, e.g., FIGS.21 and 22) may be coated with surfactant in a substantially continuousmanner during activation, and a gas may be substantially constantlyblown at a relatively low pressure from an annular ring of openings (notshown) surrounding the nozzle 56 into the screen 113. As gas passesthrough the surfactant-coated screen 113, bubbles of foam suppressantagent are generated and are delivered via the nozzle 56 to the cargocontainer 20 and/or cargo pallet 22 experiencing a fire and/orundesirably high heat, thereby suppressing and/or extinguishing the fireand/or cooling the high heat condition.

According exemplary embodiments, each of the systems may be usedtogether. For example, a combination fire detection system and firesuppression system may include a fire detection system 10, including afire temperature sensor system 12, which may include one or more firetemperature sensors 14. The combination system may further include afire altering system 16 and a fire control panel 18. The combinationsystem may also include a fire suppression system 40, including a firesuppressant distribution system 120 having one or more fire suppressantdelivery devices 52.

During operation, one or more of the fire temperature sensors 14 maydetect a fire or an undesirably high temperature associated with a cargocontainer 20 or cargo pallet 22. A signal from the fire temperaturesensor 14 may be received by the fire alerting system 16, which may senda signal to the fire control panel 18 alerting, for example, a flightcrew, to the presence of a fire or an undesirably high temperature. Thefire alerting system 16 may automatically activate the fire suppressionsystem 40. Alternatively, a member of the fight crew may activate thefire suppression system 40 manually. Once the fire suppression system 40has been activated, it may deliver fire suppressant material to the areaexperiencing the fire or undesirably high temperature via the firesuppressant distribution system 120 and one or more fire suppressantdelivery devices 52.

Although the various systems described herein may be used in conjunctionwith one another, according to certain embodiments, it is contemplatedthat any single one of the systems described herein may be used withoutthe other systems described herein, or that any number of the describedsystems may be used together.

It will be apparent to those skilled in the art that variousmodifications and variations can be made to the structure describedherein. Thus, it should be understood that the invention is not limitedto the subject matter discussed in the specification. Rather, thepresent invention is intended to cover modifications and variations.

What is claimed is:
 1. A temperature sensor array configured to receivetemperature information associated with an area, the temperature sensorarray comprising: a base, and a plurality of temperature sensing devicesassociated with the base such that the temperature sensing devices arearranged to monitor the temperature of the area, wherein at least one ofthe temperature sensing devices is oriented at an angle with respect tothe base that differs from an angle with respect to the base at which atleast one other temperature sensing device is oriented; at least two ofthe temperature sensing devices are oriented at respective angles withrespect to the base such that an area monitored by one of the at leasttwo temperature sensing devices does not overlap an area monitored bythe other of the at least two temperature sensing devices; and the basedefines a plurality of apertures configured to receive at least onetemperature sensing device.
 2. The temperature sensor array of claim 1,wherein the apertures are configured such that each of the temperaturesensing devices is aimed so that each temperature sensing devicereceives temperature information from at least a portion of the areadifferent from another temperature sensing device.